Take a look at your factory rubber charge pipe that runs from the turbocharger to your intercooler. Grab it and squeeze the rubber hose and you will be suprised how easily it collapses. Now, imagine how that charge pipe is under boost! Our new turbocharger to intercooler (TIC) charge pipe replaces that rubber hose with a new 6061 aluminum (lightweight) mandrel bent piping. Often ignored, charged intake airflow characteristics greatly affect throttle response, turbo lag and ultimately maximum power potential. Smooth bends and minimal obstructions are ideal. Airflow in a pipe tends to travel in the outer edges of the pipe. Hard piping like our TIC charge pipe keeps the inner diameter of the constant and prevents it from ballooning or collapsing. The results? Better throttle response and decreased turbo lag! Pair it with our N20 Charge Pipes and have full metal hard piping in your entire intercooler system!

The wait is over. With over a year of development and testing on a stable of test cars in different racing conditions, we're proud to introduce our new Competition Series Front Mount Intercooler (FMIC), the ultimate intercooler solution for your N20 or N26 engine 228i, 320i, 328i and 428ii!

Ease of Installation: (1 Easy, 5 Hard) 1

Key Features:

Designed specifically to fit (and look good) on the 228i, 320i, 328i and 428i.

Developed and tested for over a year under the harsh conditions of racing.

Limited Lifetime Warranty.

Competition Series FMIC Installed

Factory Intercooler versus Competition Series FMIC

The heart of the ER Competition FMIC is the massive 20"x11"x3" (26"x11"x3" with end tanks) featuring our famous high density bar and plate intercooler core. It features 660 cubic inches of very efficient high density bar & plate core (35% larger) versus the factory 425 cubic inches of less efficient tube & fin core. Through extensive testing of different types of intercooler cores (tube & fin, bar & plate) we developed our own high density bar and plate core. What's different about our bar and plate core you ask? Fin density. Why is this important? The fins are the main heat transfer surface. More fin density = more actual surface area. What does this mean in the real world? Most quality intercooler cores utilize around 12-14 fins per square inch. Cheap quality oversea cores utilize around 8-10 fins per square inch (some even lower) which explains why they perform so poorly even though a large core is utilized. Our Evolution Racewerks cores are 18-20 fins per square inch. What this means is that compared to a cheap overseas core, we can get the same efficiency in roughly half the core size. Now imagine if they're the same size!

Factory Intercooler Core

Evolution Racewerks High Density Core

Independent testing (by customers and shops) throughout the years have shown that time and time again, our intercooler cores have outperformed our competitors. We've even had competing companies utilize our intercoolers for competition instead of their own! The independent test data below shows that our FMIC is so efficient in cooling that it has cooled intake air temperatures (IAT) to almost ambient (outside) temperatures. We also did extensive testing on the proper size to use to effectively cool the hot charged air as well as fight off heatsoak (when the intercooler cannot transfer heat away faster that the heating building up from the hot intake air). Heatsoaking is not an issue at all as shown by the consistency of the IAT staying in the same temperature range throughout the WHOLE RPM powerband. Also, our FMIC recovers so quickly after a full throttle pull that once you shift, it recovers completely. This is why pull after pull, our FMIC does not heatsoak. Beat on it all day long and the IATs will consistently stay the same. Our Competition FMIC is just what it is called, designed for competition. Other brand intercoolers may be adequate for short period pulls like the 1/4 mile (with hours between runs to cool down). Our intercoolers are designed to withstand the rigors of harsh racing conditions like road racing where you are at full throttle for long periods of time, sometimes behind other cars blocking direct airflow needed to cool down your intercooler. With countless test and competition laps around our local racetracks in 100+ degree weather, heatsoak is not a problem. With it's size and ability to support over 600hp, it is most likely the "last intercooler you will ever buy".

3rd Gear to 5th Gear Pull. Outside temperature of factory intercooler run was 63F. Outside temperature of Competition FMIC run was a hotter 70F. With the factory intercooler, heatsoak is easily shown on the graph by the constant upwards climb of the IATs. With our Competition Series FMIC, the IATs are stable, indicating heatsoak under control. (Independent test data from JustinCredibleM)

One of the most overlooked aspect of intercooler design is the intercooler end tank and piping. Having shorter and less bends on the intercooler piping will promote better internal flow. This helps in reducing turbo lag, increase throttle response and faster boost spool ups. An intercooler end tank must be designed to channel and distribute air coming in from the inlet efficiently throughout the intercooler core. Our end tanks are designed to promote smooth internal air flow. The cast end tanks allow us to have nice smooth radius on the inner edges of the end tank, causing less turbulence.

One of the first things we noticed when we started development of our Competition Series FMIC for the F Series Chassis cars is that there is much more space behind the bumper cover compared to the older E Series Chassis cars. Without any major space restrictions, we chose to move the intercooler forward from the factory location. This allowed us to have an intercooler with more frontal surface area and more direct airflow without having to sacrifice internal airflow with an odd shaped end tank. Our test data on this design showed improvements in both IATs and ability to fight off heatsoak. Another added benefit of moving the intercooler forward is that now, intercooler sits more aggressively behind the center bumper cover.

Competition FMIC Installed

Unlike turbo kits and other parts where the main power adder is constant, intercooler gains (or recovery) is based largely on how badly the current intercooler setup working and will vary from setup to setup. Dyno graphs do not properly show the performance of intercoolers, intake air temperatures do as that is the job of the intercooler. A car running factory boost pressures and our FMIC will see lower gains than another car running more boost (software upgrade) with the same FMIC. Even running upgraded downpipes and exhaust will affect overall gain (or recovery). However, it will still be a question people will ask and the simple answer is on average, you will see a 15 to 25 hp to the wheels gain based on your modifications. On high boost cars, we have seen 25+ hp gains.

The Competition Series FMIC comes standard with a brushed finish. We also offer and stock our intercooler applications with a polish finish or our Type III Hard Black Anodizing for the guys that want the stealthy look. With the Type III Hard Anodized FMIC, it is very hard to tell there is a FMIC on the car. Most of our customers with the Type III Hard Anodized FMIC comment that unless you know there is a FMIC on the car, nobody notices it. Another added benefit of the Type III Hard Anodizing is that it makes the intercooler fins harder and stronger, which makes it less prone to getting bent/damaged from road debris like rocks etc... We opted for the Type III Hard Anodizing over the Type II color anodizing which is only asthetics for this purpose only (even though it cost us considerably more to anodize Type III than Type II). We started using the Type III Hard Anodized Black finish on our rally car customer's FMIC's years ago. Rally cars go through tremendous amounts of abuse and it was quite common to take hits on the intercooler from debris on the course. In fact after 1 event, we would often see a large portion of the intercooler fins bent (killing efficiency) and fixing them was after each event was quite tedious. After the Type III Hard Anodizing, we notice a big difference as there was considerably less damage. Even after hits and even accidents, the FMIC could take more abuse than before. Testing has shown no noticeable ill-effect from the Type III Hard Anodizing on performance (regular spray paint etc... has shown ill-effects on performance). Eventually, we started utilizing the same Type III Hard Anodize Black on our street cars and now on our FMIC applications.

Polished Finish

Type III Hard Anodize Black Finish

Quality is very important to us. We do extensive R&D as well as beta testing to ensure this (as some of you may already know, waiting for us to release the production units). We only release our products once we feel we have reached perfection. We do not rush to get our products out even if there is alot of potential customers. Also, we do quality checks before the intercoolers are packaged. EVERY FMIC is pressure tested to 50 PSI of pressure before they are shipped to ensure no leakage. We include detail instructions and ALL parts needed for installation. All our FMICs are backed with our Limited Lifetime Warranty.

We go through extensive R&D to test all the innovations and features we incorporate into our intercooler systems. With years of experience building race cars and high power street cars, you can be sure that you're getting the best!

Our Competition FMIC is offered in 3 different packages: Basic, Standard and Full Kits.

BASIC KIT

The Basic Kit consists of the intercooler assembly. This replaces the factory intercooler.

STANDARD KIT

The Standard Kit consists of everything included in the Basic Kit but adds the Charge Pipe Kit. Increase throttle response as well as decrease turbo lag are the benefits of the new Charge Pipe Kit. Ease of installing methanol injection kits or a boost pressure source are an added benefit. Charge Pipe is discounted in the bundle. For more information about the Charge Pipe Kit, click here.

FULL KIT

The Full Kit consists of everything included in the Standard Kit but adds the Turbo to Intercooler Pipe Kit (TIC Pipe). Increase throttle response as well as decrease turbo lag are the benefits of the new TIC Pipe Kit. With the Full Kit, ALL the factory rubber and plastic intercooler pipes will be replaced. You will have full hard piping throughout your system. TIC Pipe is discounted in the bundle. For more information about the TIC Pipe Kit, click here.

CAUTION: This product is intended for OFF ROAD USE ONLY. Not legal for use on pollution controlled vechiles upon public road/highways. THIS PRODUCT IS FOR SALE FOR ALL 49 STATES EXCLUDING CALIFORNIA.

THIS ITEM IS NOT FOR SALE, INSTALLATION, OR USE ON LICENSED VEHILES IN THE STATE OF CALIFORNIA.

Charge Pipe features beaded ends and T-bolt clamps to prevent intercooler piping from coming off from boost.

Silicone Hose included.

Includes two 1/8" NPT Bungs (comes pre-capped) - For methanol injection or as a boost source.

Compatible with the factory electronic diverter valve.

Includes all hardware for complete installation.

Limited Lifetime Warranty.

Polish Finish - Upper and Lower Charge Pipe Shown

Turn up the boost with a tune and find your $400 factory charge pipe break apart? Fear not! The solution is here! Replace it with a higher flowing, stronger aluminum charge pipe! Made 100% of 6061 high grade aluminum, this will never happen again (backed by our Limited Lifetime Warranty)!

We were the first manufacturer to duplicate the factory throttle body flange with our N54 charge pipe. We bring the same thing to the N20 charge pipe. During our research and development, the connection at the throttle body was looked over very carefully. The factory charge pipe is connected to the throttle body using an o-ring inside the throttle body flange which is locked in place by a c-clip, which works very well. It also make removal/installation quick and easy. Our testing had shown it could hold quite a bit of boost. During our testing, we had pressure tested this connection up to 25 PSI. The reason why we stopped at 25 PSI was because at 25 PSI, one of the intake pipes on the turbo blew off and we could not test any higher. Hoewver, we were confident that it would easily hold over 25 PSI as the throttle body flange showed no signs of failing. Also, keep in mind, this type of connection is used throughout the engine, in many crutial areas like the coolant radiator system as well as the clutch system. If BMW did not believe in the durability of this type of connection, they would not use it in such important areas.

Many of our competitors use a silicone hose connection for the throttle body connection. It is not designed for a silicone hose connection which is used by all the other brand diverter valve pipe upgrades in the market. The throttle body lip is too short and there are no "beads" to prevent the silicone hose from blowing off under boost. Even though it is the easiest way to "rig" together, it is not ideal. The best way to connect the new diverter valve pipe to the throttle body is to replicate the same connection which we did. We spent a lot of resources developing and manufacturing this factory style connection for this reason.

The same issue came with the MAP sensor. The MAP sensor seals to the factory diverter valve pipe via a o-ring on the sensor itself. Having a hole in a silicone hose will definitely cause a boost leak as it will not properly seal. Therefore, again we CNC machined our own replica MAP sensor flange that utilizes the same factory o-ring seal.

The charge pipe kit for the F30 N20 engine features two charge pipes, the upper and lower charge pipes. Both charge pipes are included in the kit and are required for installation.

1/8" NPT Bungs (For Methanol or Nitrous Injectors):

With the popularity of methanol injection systems and nitrous systems, we have added the option of having a 1/8" NPT threaded bung (for methanol or nos injectors) welded to our diverter valve charge pipe. This allows quick and easy installation of methanol/nitrous injectors that are used in methanol injection systems and nitrous systems. Our charges pipes come with 2 meth bungs standard (you can custom order only 1 or none). Each 1/8" NPT bung will come with a plug so that you can run with or without the methanol injector. This is perfect for those who do not have the Methanol Injection yet but plan to do so in the future.

Also, the 1/8" NPT bung can be used as a boost source if you do not run methanol injection. Perfect place to connect your boost gauge or other devices to. The N55 engine does not have a pressurize hose or fitting from the factory that you can easily tap into. Now you do!

Note - For customers who have the Aquamist Methanol Injection Kit, Aquamist injectors use a 8mmx0.75 thread pitch instead of the 1/8" NPT standard that every other brand uses. If you have an Aquamist Methanol Kit, no worries! We have bungs made specifically for the Aquamist. Specify below if you need Aquamist bungs. Since this affects a very low amount of people, they will be custom made for you and not be regularly stocked. Also, we do not have plugs for these bungs. You will have to already have the Aquamist kit.

Add our new Turbo to Intercooler (TIC) Pipe to your Charge Pipe Kit and you will have full metal hard piping throughout your entire intercooler system. The TIC Pipe Kit is discounted when purchased with the Charge Pipe Kit! For more information about the Charge Pipe Kit, click here.

CAUTION: This product is intended for OFF ROAD USE ONLY. Not legal for use on pollution controlled vechiles upon public road/highways. THIS PRODUCT IS FOR SALE FOR ALL 49 STATES EXCLUDING CALIFORNIA.

THIS ITEM IS NOT FOR SALE, INSTALLATION, OR USE ON LICENSED VEHILES IN THE STATE OF CALIFORNIA.